# Incident 20200127009809I: Cessna 210L, Johnstown, PA, January 27, 2020

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: January 27, 2020, 14:54 local time
- Place: Johnstown, PA
- Damage: Minor damage
- Phase of flight: Landing: Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 40.3261° N, 78.9191° W: Placed by OpenAirDocs: center of Johnstown, PA, within about 6 miles (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=40.3261&lon=-78.9191&mi=10
- Aircraft: N732GP, registered now (https://openairdocs.org/aircraft/N732GP) (OpenAirDocs)
- Registry model: Cessna 210L (registry code 2073448, https://openairdocs.org/model/cessna-210l) (OpenAirDocs)
- Registry engine: Continental IO-520 series (registry code 17032, https://openairdocs.org/engine/continental-io-520-series) (OpenAirDocs)
- Reported make and model: CESSNA 210L
- Reported engine: CONT MOTOR IO 520 SERIES
- People aboard: 1
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Private pilot
- Pilot flight hours: 3,500 total, 3,500 in this make and model, 26 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20200127009809I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

01/27/20 INCIDENT SUMMARY ? N732GP

I DEPARTED W29 AT AROUND 7:00 AM. THE INITIAL PART OF THE FLIGHT WAS VMC BUT THE MAJORITY WAS IMC. ON APPROACH TO LBE I ENCOUNTERED SOME LIGHT CLEAR ICE BUT THE FLARE AND LANDING WERE NORMAL AND ACCUMULATIONS MINIMAL. ABOUT 4 HOURS LATER I RETURNED TO LBE AND CHECKED THE WEATHER. THE VISIBILITY AND CONDITIONS AT LBE WERE GOOD BUT I COULD SEE MORE SIGNIFICANT CLOUD COVER TO THE EAST. I CHECKED THE WEATHER AT MY DESTINATION (FDK) AND IT WAS VFR WITH HIGH CEILINGS (8K I BELIEVE) AND TEMPS IN THE 40?S. I THEN CHECKED THE WEATHER AT HGR WHICH WAS ON MY ROUTE OF FLIGHT AND THEY WERE ALSO REPORTING HIGH CEILINGS AND WARM TEMPERATURES. WHILE I WAS EXPECTING THE INITIAL PART OF MY FLIGHT WOULD BE IMC AND THERE WAS A CHANCE OF ICING THE FACT THAT THE WEATHER WAS SO GOOD ONLY A SHORT DISTANCE AWAY, AND THE CONDITIONS I EXPERIENCE ON MY INBOUND FLIGHT, MADE ME THINK THE FLIGHT COULD BE SAFELY MADE. I FILED IFR WITH AN ALTITUDE BELOW THE CEILINGS REPORTED AT HGR AND FDK.

MY DEPARTURE, CLIMB OUT AND INITIAL PART OF THE FLIGHT WAS FINE. THEN AFTER ABOUT 15-20 MINUTES I NOTICED RIME ICE STARTING TO ACCUMULATE ON THE WINGS. KNOWING THIS WAS A DANGEROUS CONDITION I REQUESTED TO DIVERT TO JOHNSTOWN WHICH WAS RELATIVELY CLOSE TO MY POSITION. THE REQUEST WAS GRANTED AND I INITIATED THE ILS 33 APPROACH. DURING THE APPROACH I ENCOUNTERED A SIGNIFICANT INCREASE IN ICE ACCUMULATION BUT THE APPROACH WAS STABLE AND APPEARED NORMAL. WHEN I WAS OVER THE LANDING ZONE I PULLED THE THROTTLE BACK AND BEFORE I COULD INITIATE A FLARE THE NOSE DROPPED AND THE NOSE WHEEL HIT THE RUNWAY BEFORE THE MAINS. I DON?T RECALL IF THERE WAS A BOUNCE TO THE MAINS AND THEN BACK TO THE NOSE BUT THE NOSE GEAR COLLAPSED AND I SKIDDED DOWN THE RUNWAY TO A STOP. I TURNED OFF THE POWER AND SECURED THE FUEL SELECTOR THEN EXITED THE AIRCRAFT.

IN RETROSPECT, I SHOULD HAVE CHECKED THE WEATHER AT JOHNSTOWN FOR A MORE ACCURATE EVALUATION OF THE LOCAL CONDITIONS BEFORE MAKING THE DECISION TO DEPART. HAD I KNOWN THERE WAS PRECIPITATION IN THAT AREA I WOULD HAVE ALTERED MY PLANS. I ALSO SHOULD HAVE KEPT MORE POWER ON DURING THE LANDING TO COMPENSATE FOR THE DEGRADATION IN LIFT CAUSED BY THE ICE WHICH ACCUMULATED ON FINAL APPROACH.

RESPECTFULLY SUBMITTED,

^PRIVACY DATA OMITTED^

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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